Car-coupling.



PATENTED MAY 12, 1903.

E. c. WASHBURN.

' OAR COUPLING. APPLICATION FILED DBO. 2, L901.

6 SHEETS-SHEET 1 NO MODEL THE! cams PETERS c0 v PuoYu-umo" WASNWGTON. u.r:

PATENTED MAY 12, 19 03.

E. G. WASHBURN.

OAR COUPLING.

APQLIOATION FILED DBO. 2, 1901.

6 SHEETS-SHEET 2.

K0 MODEL.

y/Zeaaea m: wows Vixens co mom-u'rmm wisummomhn c Nb. 727,721. PATENTEDMAY 12, 15903.

E. 0. WASHBURN.

. GAR COUPLING.

APPLICATION FILED DBO. 2, 1901. H0 MODEL. a SHEETS-SHEET 3.

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PATBNTED MAY 12, 1903. E C. WASHBURN.

GAR COUPLING.

APPLIOATION FILED DEC. 2, 1901.

6 SHEETS-SHEET 4.

N0 MODEL.

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PATENTED MAY 12, mos.

E. '0. WASHBURN,

GAR COUPLING.

APPLICATION FILED DEC. 2,. 1901.

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N0 MODEL.

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- B. 0. WASHBURN.

GAR COUPLING.

APPLICATION FILED D30. 2, 1901.

no MODEL. 6 SHEETS-"SHEET s.

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mus PTER$ co.. PHOTO-LIIHQ, WASHINGTON n c 'NiTED STATES Patented May12, 1903.

ATENT OFFICE.

CAR-COUPLING.

EPEOIFIGATION forming part of Letters Patent No. 727,721, dated May 12,1903.

Application filed December 2, 1901. Serial No. 84,390. (No model.)

such as will enable others skilled in the art to.

which it appertains to make'and use the same,

My present invention has for its object to provide an improved draft-barmechanism for railway cars and locomotives.

The invention consists of the novel devices and combinations ofdeviceshereinafter described, and defined in the claims;

In the accompanying drawings I have illustrated a draft mechanismespecially designed for use on engines and tenders; but the foatures'ofconstruction therein disclosed are capable of application to couplersdesigned for ordinary cars, either freight or passenger.

In the drawings like characters indicatev like parts throughout theseveral views.

Figure l is a plan view of the draft-bar mechanism. Fig. 2 is a sideelevation of the same. Fig. 3 is a horizonal section on the line 01: 00of Fig. 2, some parts being left in full. Fig. 4 is a vertical sectionon the line 50 m of Fig. 1, some parts being left in full. Fig. 5 is atransverse vertical section taken on the line $6 of Fig. 3 lookingtoward the right. Fig. 6 is a section also on the line a no of Fig. 3,but looking toward the left; and Fig. 7 is a transverse vertical sectiontaken approximately on the line 90 00 of Fig. 2.

The coupler illustrated in connection with my improved draft-barmechanism is of the Master Car-Builders type, the construction of whichin a general way is well understood.

The numeral 1 indicates the recessed coupler-head.

The numeral 2 indicates the pivoted knuckle, and the numeral 3 thelocking-dog.

The knuckle 2 is pivotally connected to the head 1 in the ordinary waybya pintle or pivot-bolt 4, and the dog 3 is mounted in suitable seats 5 5in said coupler-head, with freedom for 'vertical and a limited lateralmovement, as in several of my prior patents and in that type of couplerwell known to the trade as the Washburn.

supporting lug 7.

- In the coupler illustrated, as well as in the standard Washburncoupler, the tail of the knuckle 2 is formed with a segmental dog,-supporting flange 6 and with a raised dog- The dog also is formed at itslower end with the shoulder 8 and a depending retaining finger 9, whichlatter works through the lower portion 5 of the seat. The verticalmovement of the dog 3 is limited, as shown, by a stop-pin 10, supportedby the coupler-head and cooperating with the long notch 11 and the saiddog. When the dog is raised, as shown by dotted linesin Fig. 4, itsshoulder 8 rests on the lug 7 of the knuckle, and the lower end of theretainingfinger 9 stands over the flaring or beveled portion of the seato When the knuckle is opened,,the dog falls from the lug 7, and itsshoulder 8 rides upon the segmental tail portion 6 of-the knuckle. Whenthe knuckle is again closed, the dog drops backinto its normal position,as in my prior construction or so-called Washburn coupler. In the saidprior construction, however, when the dog was raised it sometimeshappened under certain conditions that the lower end of the dog wouldswing so far inward or laterally that the depending finger 9 would catchand bind against the tail of the knuckle, and thereby either causebreakage or prevent the knuckle from being opened.

As one feature of my present invention a so-called guard-flange 12 isformed at the mouth or upper flaring portion of the seat 5, as bestshown in Fig. 4. This flange when the dog is raised, as shown by dottedlines in said Fig. 4, serves as a stop to engage the lower end of thefinger 9 and prevent the same from being thrown inward far enough tocatch the tail of the knuckle.

Under bumping strains the segmental section of the tail end of theknuckle is forced against a stop or thrust flange 13, cast'within thecoupler-head and projecting upward from the bottom wall and inward fromone side wall thereof, as best shown in Figs. 3, 4, and 5. Thissegmental tail portion 6, it'will be noted by reference to Fig. 6, ismuch thinner than the tail end proper, so that the said tail is formedat its end and just below said segment with a rectangular shoulder orbearing end 14. When the knuckle is closed,

this shoulder 14 engages or is adapted to engage with an L-shaped flange15, which rises from the bottom of the cup or head 1. One leg of thisflange 15 runs into the base of the segmental flange 13. nected by a rib16 to the adjacent wall of the coupler. The said flange 13 is reinforcedby a tapered rib 17, which runs on the bottom wall of the coupler in thegeneral direction in which bumping strains are applied to the saidthrust-flange 13.

Under bumping strains the angular or shouldered end 14E of theknuckletail is tightly forced against both legs or branches of theangular flange 15, but under the initial opening movement of the knuckleis carried rapidly away from both surfaces or legs thereof. This permitsthe knuckle to be freely opened without binding.

As best shown in Fig. 1, the head of the pintle or pivot-bolt tis at oneside provided with three vertically-flattened surfaces 49, cut in amanner which, it carried out, would make the head of the boltoctangular. By changing slightly the angle of the said flattenedsurfaces at with respect to each other the head may be out after themanner of a hectagon or other polygon. To hold the bolt-head againstturning, the coupler-head is provided with a lock-lug 18, formed withthree flattened surfaces which closely engage the three flattenedsurfaces 4 of said bolt-head. This arrangement will more securely holdthe bolt against turning than single cooperating flat surfaces. Thediverging surfaces of the bolthead and lug 18 hold the bolt-head fromeven slight play, which, if permitted, will allow the angular portionsof the bolt-head to be gradually worn away.

The stub draft-bar or neck of the coupler is indicated by the numeral19, and at its extreme end it is shown as provided with a sleeve or hubextension 20. At the junction of the said bar 19 and hub 20 is ashoulder 21, against which a bumping-spring 22 is pressed, in a mannerto be more fully described.

The numeral 23 indicates a heavy draftbracket, which is adapted to besecured by bolts or otherwise to the transverse draft-timber of anengine-tender or of an engine itself. This bracket 23 is formed with thehorizontal and forwardly-projecting shelf 24, having at its forward enda spring-pocket 25, in which is placed a vertically-disposed coiledspring 26. The said bracket 23 is also formed with vertical andforwardly-projecting side flanges 27, which at their forward ends areprovided with Vertically-extended guide-ribs 28. A horizontalvertically-movable follower 29 restsupon the spring 26. At its ends thefollower 29 is formed with notches 30, which embrace the guide-ribs 23,and thereby guide the said follower for true vertical movements. Saidfollower 29 is provided with a stem 31, which depends through the spring26 and through the bottom of the pocket A cotter 32 or other suitabledevice in the lower The other leg is conend of the stem 31 limits theupward movement of the follower 29. A horizontally-extended draft boltor pin 33 is passed transversely through the intermediate portions ofthe side flanges 27 of the draft-bracket 23, the same, as shown, beingremoved or held in place by a cotter 34.

In its sides just forward of the shoulder 21 the draft-bar or neckportion 19 of the coupler is formed with longitudinally-elongatedperforations or bolt-seats 35, through which the draft-bolt 33 ispassed. In this way the coupler is mounted in a horizontal pivot withfreedom for vertical movements both upward and downward from its normalposition. The said coupler is yieldingly held in an intermediate normalposition by the spring-pressed follower 29, which engages the undersurface of its bar or neck 19 forward of the draft-bolt 33, whichdraft-bolt, as already stated, serves as a pivot or fulcrum for thecoupler. In line with the end of the sleeve or hub 20 of the draft-bar19 the draft-bracket 23 is provided with a boss 36, over which theinnerend of the bumpingspring 22 is telescoped and by which the springis held against lateral movements. The relation of the boss 36 to thesleeve or hub 20 is such that the said parts will be forced togetherunder bumping strains before the draft-bolt 33 is struck by the forwardextremities of the seats or perforations 35 in the draft-bar 19. As isevident under bumping strains the spring 22 is compressed between theshoulder 21 of the draft-bar and the transverse vertical portion of thedraft-bracket 23, and the said perforations or seats 35 permit of thefree longitudinal rearward movement of the coupler.

In practice I have found that couplers mounted with freedom for verticalmovements, as above described, will in running over a rough track workwith a great deal less friction or grinding action than when mounted inany other way. This I have determined to my own complete satisfaction bywatching the action of couplers mounted as described while in use onrough roads.

It is a well-known fact that the greatest strength of a malleable orsteel casting, or any other casting, for that matter, is afforded by theoutside surface or, as sometimes termed, the skin of the casting. Hencewhen this skin or surface is worn away the strength of the casting isgreatly reduced. To remedy this defect in the action of ordinarycouplers, I form that portion of the draft-bar or neck of the couplerwhich is subject to wear with so-called wearing-ribs, which receive thewear and protect the main body of the casting. More specifically stated,I provide the under portion of the draft-bar 19 where it rests upon thefollower 29 with longitudinallyextended wearing-ribs 37 and provide thesides of the said bar which are subject to wear from the guide-flanges28 (which flanges 28 serve also as chafing-plates) withlongitudinally-extended wearing-ribs 38. These Wear- ICC ing-ribs 37 and38, it will be noticed, extend in straight lines with the sides or outersurfaces of the draft-bar, and the said bottom and side walls are atsuch points depressed or sunken inward.

It will of course be understood that the draft-bar mechanism abovedescribed is capable of many modifications within the scope of myinvention as herein set forth and claimed.

What I claim, and desire to secure by Letters Patent of the UnitedStates, is as follows:

1. Avertical plane car-conplerhavingMaster Car-Builders lines andpivoted for vertical movements upward from its normal position,substantially as described.

2. A vertical plane car-coupler having Mas terCar-Builderslinesandincludingapivoted knuckle, the said coupler being pivoted forvertical movements upward from its normal position, substantially asdescribed.

3. A vertical plane car-cou pler pivoted for vertical movements, incombination with a spring device applied to the neck of the couplerforward of its pivot and supporting the same in an intermediate normalposition.

4. The combination with a draft-bracket having vertical guides, of afollower working vertically on the guides of said bracket, a springapplied between said bracket and said follower, and a coupler pivoted tosaid bracket for vertical movements, yieldingly held in an intermediatenormal position, by said springpressed follower, and provided with ahead of the Master Oar-Builders type.

5. A car-coupler having a transverse pivot upon which it is mounted forvertical pivotal movements and longitudinal sliding movements, andprovided with a head of the Master Car-Builders type. r

6. The'combination with a draft-bracke having a spring-pocket andvertical guides, of a follower working on said guides and provided witha stem depending through said pocket, a spring within said pocketsupporting said follower, and a coupler connected to said bracket by atransverse pivot and yieldingly held in an intermediate normal'positionby the spring-pressed follower.

7. A coupler mounted for longitudinal movements and vertical pivotedmovements on a transverse pivot, a spring device yieldingly holding saidcoupler forward, and a spring device yieldingly holding said couplerupward in a normal position, substantially as described.

8. The combination with a draft bracket or box, of a coupler having ahead of the Master Oar-Builders type and pivotally connected to saiddraft-bracket by a transverse pin or bolt which receives draft strains,and

a spring device reacting on said bracket and yieldingly holding saidcoupler upward inan intermediate normal position.

9. The combination with a draft-bracket, of a draft-bar havinglongitudinally-extended perforations, a coupler on said draft-bar, adraft pin or bolt passed through said draftbracket and through theelongated perfora- I tions of said draft-bar, and a spring compressedbetween the draft-bracket and the end of said draft-bar.

10. The combination with a draft-bracket having a spring-pocket 25, boss36 and vertical guides 28, of the coupler, the draft-bar-19 of which hasthe perforations 35, shoulder 21 and hub'20, the spring 22 on said hub20 and boss 36, the spring 26 in said pocket 25, and

the follower 29 resting on said spring 26- guided by said ribs 28 andyieldingly supportin; the coupler, substantially as described.

11. A .carcouplerhaving a rectangular ing-ribs, substantially asdescribed.

In testimony whereof I affix my signature 1 in presence of twowitnesses.

EDWIN O. WASHBURN.

Witnesses: ELIZABETH KELIHER, F. D. MERCHANT.

